Shuttle control device for a loom

ABSTRACT

A shuttle control device for a loom, for example, a ribbon loom has a self-locking reciprocating driving and selection mechanism for braking movement of the shuttles and also for positively positioning them.

United States Patent Hirsch et al.

[ Dec. 24, 1974 SHUTTLE CONTROL DEVICE FOR A LOOM Inventors: Jean-Jacques Hirsch, Neuilly Sur Seine; Eugene Mayeur; Jacky Mayeur, both of Montreuil aux-Lions, all of France Assignee: Societe en Commandite par Actions dite: Adolphe & Andre Caen, Paris, France Filed: Sept. 6, 1972 Appl. No.: 286,700

Foreign Application Priority Data Sept. 6, 1971 France 71.32161 US. Cl. 139/138 Int. Cl D03d 35/00 Field of Search 139/135-138,

[56] References Cited UNITED STATES PATENTS 641,605 1/1900 Oldfield 139/136 781,967 2/1905 Ryon 139/137 786,237 3/1905 'Schaum 139/137 1,278,226 9/1918 Schaurn 139/137 X FOREIGN PATENTS OR APPLICATIONS 978,640 11/1950 France 139/138 978,639 11/1950 France 139/138 425,494 3/1935 Great Britain 139/137 Primary Examiner-James Kee Chi Attorney, Agent, or FirmArmstrong, Nikaido & Wegner [57] ABSTRACT A shuttle control device for a loom, for example, a ribbon loom has a self-locking reciprocating driving and selection mechanism for braking movement of the shuttles and also for positively positioning them.

20 Claims, 13 Drawing Figures PATENTEDDEEEMQM SHEEI 01 0F 10 PATENTED 3,856,055

sum 06m 10 PATENTED DEC 24 I974 SHEET 07 0F 10 PATENT'EU 3,856,055

sum 08 or 10 "f1 q-lEl PATENTEDBEB24|974 I 3,856,055

SHEET IBM 10 1 SHUTTLE CONTROL DEVICE FOR A LOOM This invention relates to shuttle control devices for looms and, more particularly, although not so restricted, to shuttle control devices for weaving looms, e.g., ribbon looms.

Hitherto, driving racks, acting upon toothed wheels mounted on shuttles arranged parallel to the corresponding driving racks, have been mounted loosely and freely on guide rails of a batten. In this construction, one of the driving racks is associated selectively and alternatively with a fixed tooth wheel by virtue of vertical movement of the batten and thus vertical movement of the driving racks. In another construction, each driving rack comprises two pivotable stops capable of being placed in the path of a traction hook integral with each side of an endless chain, the chain performing a reciprocating movement.

The first of these known constructions necessitates brakes to immobilise the driving racks in clearly determined positions where a row of shuttles is positioned precisely between two adjacent sheds. Since the precision of positioning of the shuttles can only be obtained with complicated and expensive means, it is necessary to provide a relatively large distance between two adjacent sheds in order to leave sufficient play between the ends of the shuttles and the edges of the sheds. This has the effect that the stroke of the driving racks must be increased with a corresponding reduction in the number of strokes that they can perform per unit time. The engagement of a driving rack, which was previously free, with the toothed wheel by an upward or downward movement of the batten is difficult to realise without jolting, because it is practically impossible to ensure a precise alignment between the teeth of the toothed wheel and the teeth of the driving rack. In

order to reduce jolting, one must provide sufficiently great clearances between the teeth of the toothed wheel and those of the rack. These clearances further accentuate the above-mentioned disadvantages of unsatisfactory positioning of the shuttles. Since the engagement of a driving rack with a toothed wheel can only be effected slowly, the operating speed of the loom is limited to a low value which is incompatible with the requirements imposed for modern looms.

In the case of the second known construction, where the traction hook is provided, the establishment of contact between the traction hook and the corresponding pivotable stop cannot take place without jolting, so that the resultant repeated shocks gradually lengthens the chain. This results in unsatisfactory positioning of the shuttles and, finally, the destruction of the marginal warp threads of one or more sheds by the shuttles. Furthermore, the chains of all the driving racks are connected and are all in motion while only one acts upon a selected rack. Thus, the mass to be braked at each change of direction of movement is unnecessarily increased: this also prevents an increase in the operating speed of the loom since a high speed of operation necessitates corresponding braking means.

The present invention seeks to eliminate the abovementioned disadvantages and to produce a shuttle control device which device enables the shuttles to be positively driven and braked, for the speed of the shuttles to be increased and for the positioning of the shuttles to be obtained with precision.

. vertically disposed telescopic shaft, having an exterior According to the present invention, there is provided a shuttle control device for a loom comprising: a beam capable of executing a substantially horizontal reciprocating movement; a batten guided for vertical movement on one face of the beam and capable of occupying at least two different positions; a plurality of horizontally disposed driving racks mounted on the batten, each driving rack being arranged to act upon a group of shuttles so as to drive the group in a horizontally reciprocating movement along the batten; a plurality of control racks, each drive rack being integral at one end with a respective one of the control racks, each control rack being meshed with a toothed wheel keyed onto a sheath and an interior rod, the sheath being connected with the batten both for vertical displacement parallel to its axis and also for horizontal translation of the batten, the sliding interior rod having splines engaged in corresponding splines of the sheath; a self-locking reciprocating drive and selection mechanism having an output shaft, a power shaft and a selection shaft; a doublecardan transmission shaft connecting one end of each sliding interior rod to said output shaft; a drive motor connected to the power shaft; and a Jacquard means connected to the selection shaft.

By virtue of the present invention, a selected driving rack, and hence a corresponding row of shuttles, are controlled and guided positively and can undergo considerable accelerations and decelerations, whereas the non-selected driving racks occupy a neutral position. As a result of this arrangement, the clearances are reduced to a minimum, and the coupling of a driving rack to the power shaft and the uncoupling of the previously coupled driving rack are perfectly synchronised. The said mechanism serves simultaneously for the braking and precise positioning of the shuttles. Due to the fact that the part of the shuttle control device which is integral with the batten comprises only a very small number of constituent elements, the beam/batten assembly is reduced in weight, which likewise favours an increase in the operating speed of the loom. Furthermore, only the selected driving rack and the corresponding toothed wheel are driven, whereas the other racks and toothed wheels remain stationary in the neutral position. The mass to be alternately accelerated and decelerated is therefore considerably reduced.

The invention is illustrated, merely by way of example, in the accompanying drawings, in which:

FIG. 1 is a side elevational view of a loom for weaving ribbons, the loom having a shuttle control device ac.- cording to the present invention;

FIG. 2. is an end elevational view of the loom of FIG.

FIG. 3 is a plan view of part of the shuttle control device of FIG. 1 taken from the plane III-III of FIG. 2;

FIG. 4 is a sectional view of a self-locking reciprocating driving and selection mechanism taken along'the line IV-IV of FIG. 2;

FIG. 5 is a vertical elevational view of the self-locking reciprocating driving and selection mechanism taken on the line V-V of FIG. 4;

FIG. 6 is an elevational view of the upper part of the shuttle control device;

FIG. 7 is a view in the direction of the arrow VII of FIG. 6;

FIG. 8 is an elevational view of control racks of the shuttle control device showing their connection to corresponding driving racks;

FIG. 9 to 11 are sections of the shuttle control device taken along the lines IX1X, XX and XI-XI respectively of FIG. 6;

FIG. 12 is a view taken along the line XIl-Xll of FIGS. 6 and 11; and

FIG. 13 is a horizontal section through an intermediate transmission mechanism between a driving motor and a power shaft, the section being taken along the line XIIIXIII of FIG. 2.

I In the following description reference to various directions relates to the directions as seen in the drawmgs.

Referring first to FIG. 1 there is shown a loom for weaving ribbons having a shuttle control device according'to the present invention. The loom comprises a frame 1 on which is mounted a motor 2 acting through a change speed gear 3 and a belt transmission 4, upon a flywheel 5, the axis 6 of rotation of which is within the frame 1. On the flywheel there is mounted, eccentrically and radially adjustably, a rear end 7a of a connecting rod 7, the front end 7b of which is pivotally mounted on a T-piece 8. The T-piece 8 is supported by two suspension or support levers 9, 10, the lower ends of which are pivoted at points 11, 12 to the frame 1 and the upper ends of which are pivoted at points 13, 14 to the T-piece 8 at the same horizontal level. The four points 11, 12, 13 and 14 of the levers 9, define a deformable parallelogram. To the front face of the T-piece 8, a beam 15 is pivotally mounted at points 26, 27. The beam 15 extends along the entire front face of the loom and is pivoted on the upper lateral side of the loom and, if required, also at the centre of the loom to another T-piece identical to the T-piece 8. Also, if required, on the other lateral side of the loom in the central part thereof, another control rod and another flywheel driven by another change speed gear may be provided.

The beam 15 acts as support for a batten 16 which extends across the total width of the front part of the loom and is vertically movable in guides 15a of the beam 15. The batten 16 is equipped with two groups 17, 18 of superposed rows of shuttles.

' For the sake of simplicity, a vertical control mechanism 19 of the batten 16 has not been shown in detail, but only schematically, in FIG. 1. The output of the control mechanism 19, for vertically positioning the batten 16, acts, through the intermediary of a transmission, upon the lower end of the latter. The control mechanism 19 and the transmission 20 are described in greater detail in the specification of British Patent Application No. 1 1345/72 corresponding to U.S. Pat. No. 3,752,196 Two sheds 21, 22, healds 23, a thread breaker 24 and a roller 25 are likewise indicated only schematically since, like the batten 16, its control mechanism 19 and the beam 15, they do not form part of the present invention,

The transmission 20 comprises a link rod pivoted at one end to the lower part of the batten 16 and at the other end to a horizontal arm 31a of a double return and lifting lever 31 which is keyed to a lifting shaft 32 extending horizontally across the total width of the front part of the loom. The lifting shaft 32 may comprise a plurality of horizontal arms similar to the arm 31a, these arms being distributed across the lifting shaft 32 and each connected to the batten 16 through the intermediary of link rods 30 which, like the arms 31a, are arranged parallel to one another. A second arm 31b of the lever 31 is perpendicular to the horizontal arm 31a, extends upwardly, and is pivoted, at its upper end, to a substantially horizontal connecting rod 33. The rear end of the connecting rod 33 enters a housing 34 of the control mechanism 19 via an aperture 34a in the front face thereof.

As previously mentioned, in FIG. 1, the batten 16 carries two superposed groups 17, 18 of three similarly superposed rows of shuttles. Since the number of rows of shuttles per group, in the case of the illustrated embodiment, is equal to three, the batten 16 must be capable of occupying three different vertical positions, for each of which one row of shuttles of a group is located at the level of a work plane: that is to say, located at the level of the horizontal median plane of the respective shed 21 of 22. As illustrated in F IG. 1, the batten 16 occupies its median position for which each median row of shuttles 17a, 18a is located at the median plane of the corresponding shed.

lt will be readily understood that, when the connecting rod 33 causes the lever 31 to pivot in the clockwise direction, the batten 16 is brought into its extreme lower position, wherein the top row of each group of shuttles is located at the median plane of the corresponding shed. When the lever 13 is made to pivot in the counterclockwise direction from the position indicated in FIG. 1, the batten 16 is brought into the extreme upper position, wherein the lower row of each group of shuttles is located at the median plane of the corresponding shed.

The control mechanism 19 is associated with two selection units 107, 108 which are controlled from a Jacquard or similar type device (not shown) and which determines, in cooperation with the control detail. 19, the various vertical positions of the batten l6 and the groups of shuttles relative to the sheds 21, 22 and the beam. 15. The control mechanism and selection units are also the subject of British Patent Application No. 11345/72 and will, therefore, not be described in de-' tail/ A rack box 40 of a shuttle control device 41 according to the present invention is integral with the lefthand end (FIG. 2) of the batten 16. In the rack box, which will be described in detail hereinbelow, there is present, for driving each rack associated with a row of shuttles, a control rack rigidly connected to the driving rack which extends across the total width of the batten 16 and is guided horizontally in a suitable manner. As shown in FIG. 6, the control racks are designated by reference numerals 42 to 47 which, in the case of the embodiment illustrated, are six in number. Each control rack cooperates with a respective toothed wheel 48 to 53. The wheels 48, 49 are keyed to a cylindrical sheath 54, the wheels 50, 51 to a cylindrical sheath 55, and the wheels 52, 53 to a cylindrical sheath 56, the sheaths being part of respective telescopic shafts 57, 58, 59 arranged vertically and parallel to one another in the rack box 40. Each sheath 54, 55, 56 is housed in the rack box so as to be capable of rotating in either direction but each sheath is axially fixed and is integral with the batten 16. Each telescopic shaft 57, 58, 59 also comprises a rod 60, 61, 62 which is axially movable, partly housed and guided in its respective sheath 54, 55, 56, and is provided with splines 60a, 61a, 62a which extend parallel to the axis of the rod and engage in internal splines of the respective sheath (see FIGS. 6 and 7).

In view of the fact that, in the illustrated embodiment, corresponding rows of shuttles of the two groups are actuated simultaneously, it is sufficient to provide three telescopic shafts and to provide each sheath with two toothed wheels, one of which cooperates with the control rack associated with a row of shuttles of one group, and the other of which cooperates with the control rack associated with the corresponding row of shuttles of the other group, so that the corresponding rows of shuttles of the two groups are driven simultaneously.

The lower end of each rod 60, 61, 62 passes through a projecting, hollow horizontal part b of the beam 15 and is connected to an upper cardan joint 63, 64, 65 of a double-cardan transmission shaft 66, 67, 68 which, through the intermediary of a lower cardan joint 69, 70, 71, is connected to an output shaft 72, 73, 74 of a self-locking reciprocating driving and selection mechanism 75.

The reciprocating driving and selection mechanism 75 possesses two inputs 76, 77, one input 76 constituting a power input and the second input 77 constituting a selection input.

The input 76 is powered by a drive motor for example, the motor 2 which rotates continuously. An intermediate transmission mechanism 78 transforms the continuous rotary movement of the motor 2 into an intermittent rotary movement.

The input 77 is connected to a Jacquard or similar type device (not shown) for the loom. Since the movement of the connecting rod 33 and the lever 31 reproduce exactly the control commands or signals given by the Jacquard device, it is advantageous to make use of these movements to control the input 77. To this end, in the illustrated embodiment, the upper end of the second arm 31b is connected to the input 77 via a crank and a gear transmission 79 which transforms the reciprocating translation movement of the second arm 31b into a reciprocating rotary movement. The transmission 79 comprises a crank 80 articulated, on the one hand, to the second arm 31b about a horizontal axis extending forwards and approximately parallel to the connecting rod 33, and on the other hand, to a rod 81 extendinglaterally and horizontally in a plane perpendicular to the second lever arm 31b and to the crank 80. At its other end, the rod 81 is fixed rigidly to a vertical shaft 82 supported by bearings 82a which are integral with the frame 1. The vertical shaft 82 carries, at its lower end, a return pinion 83 which meshes with a second return pinion 84 keyed onto a horizontal shaft 85 housed in bearings 86, 87 of the self-locking reciprocating driving and selection mechanism 75. Opposite to the input 77, constituted by a vertical shaft 88 fitted with a return pinion 89, the horizontal shaft 85 carries a return pinion 90 meshing with the return pinion 89 of the input 77.

When the connecting rod 33 executes a movement either in the direction of the arrow F3 or in the opposite direction, this movement is transformed by the crank 80 and the rod 81 into a rotary movement about the axis of the shaft 82 either as shown by the arrow F4 or in the opposite direction (FIG. 3). This rotary movement is transmitted by the shaft 85 and its pinions 84, 90 to the input 77 causing the pinion 89 to rotate either in the counterclockwise direction about the axis of the shaft 88 (see arrow F5 in FIG. 3) or in the opposite direction. The angular movement of the pinion 89 is notably small, but sufficient to control selectively a plurality of clutches, each of which is capable of being controlled by the vertical shaft 88 and of connecting the corresponding transmission shaft 66, 67, 68, and hence the respective control racks 42 to 47, to the input 76 constituted by a shaft, as will be explained hereinbelow. In the present case the pinion 89 can occupy three different angular positions, each of which corresponds to one of the three vertical positions of the batten 16.

In a housing 91 of the self-locking reciprocating driving and selection mechanism 75, the vertical shaft 88 is positioned in bearings 92, 93. Upon the vertical shaft 88 there is keyed a toothed segment 94, the radius of curvature of which is such that the transmission ratio between the pinion 89 and a partially toothed crown 94a of the segment 94 is sufficient to control consecutively and alternatively three clutches.

The segment 94 meshes by its toothed crown 940 with a rack 95 integral with a control fork 96 guided, for example, on two guide rods 97 fixed in the housing 91. The control fork 96 moves in a direction parallel to the guide rods 97 and to an input power shaft 98 and a toothed wheel 99. The toothed wheel 99 and the power shaft 98 constitute the input 76.

The power shaft 98 is housed in the housing 91 of the self-locking reciprocating driving and selection mechanism 75 and is axially immovably' mounted in three bearings 100, 101, 102. Upon the power shaft 98 there are mounted loosely, in ball bearings to 115, three cam wheels 116, 117, 118, each of which is associated with one of the outputs shafts 72, 73, 74. The cam wheels 116, 117, 118 are axially immovable and each has, on its periphery, a continuous, active profile variable in the axial direction. Each active profile may be constituted, for example, by an elliptical groove 119, 120,v 121 which is continuous and which determines an oblique plane relative to the axis of the power shaft 98. Lateral flanks 122, 123 of each elliptical groove are perpendicular to a floor 124 thereof, the latter, when viewed parallel to the axis of the power shaft 98, is concentric therewith. The external edge of the lateral flanks 122, 123, each constituting the active profile, is determined by an ellipse which constitutes the line of section between, on the one hand, a cylinder of circular cross-section concentric with the power shaft 98, and on the other hand, said oblique plane relative to the axis of the shaft 98 and containing only one straight line perpendicular to the axis of the power shaft and coincident with the minor axis of the ellipse. In each groove 119, 120, 121 there is guided and engaged a wheel 125, 126, 127 mounted loosely on a tenon 128, 129, 130. Each tenon is perpendicular to the axis of the power shaft 98 and is integral with a carriage 131, 132, 133. Each carriage 131, 132, 133 is guided, in similar manner, to the control fork 96, parallel to the power shaft 98 by means of two guide rods 134, 135 fixed to the housing 91. The normal projection of the major axis of the ellipse of each groove 119, 120, 121 upon the axis of the power shaft 98 determines the maximum stroke of the respective carriage 131, 132, 133. For example, on the side opposite each tenon 128, 129, 130, the respective carriage 131, 132, 133 comprises a straight rack 136, 137, 138 which is parallel to the axis of the power shaft 98 and which meshes with a toothed wheel 139, 140, 141 keyed onto the respective output shaft 72, 73, 74 of the self-locking reciprocating driving and selection mechanism 75. The output shafts 72, 73, 74

are mounted in bearings, these bearing preventing any axial movement of the output shafts. Each carriage 131, 132, 133, its rack 136, 137, 138 and its toothed wheel 139, 140, 141 constitute a gear arrangement connecting the respective cam wheel 116, 117, 118 to the corresponding transmission shaft 66, 67, 68.

The control fork 96 comprises two lugs 142, 143, each of which is perpendicular to the power shaft 98, and each of which cooperates, at its free end, with the movable part of one of the three clutches capable of being controlled by the vertical shaft 88 and of separately connecting the transmission shafts 66, 67, 68 to the power shaft 98. The movable part of each clutch is constituted by a clutch sleeve 144, 145, mounted for axial movement upon the power shaft 98, between two adjacent cam wheels 116, 117 and 117, 118, the clutch sleeve 145 being so designed as to constitute the movable part of the two clutches. The lugs 142, 143 are arranged in the spaces between two adjacent cam wheels 116, 117 and 117, 118, Le, on each side of the central cam wheel 117. Each clutch sleeve 144, 145 has, on its interior wall, axial ribs 144a, 145a which are engaged in respective axial splines 146, 147 provided on two sections 148, 149 of the power shaft 98, the two sections 148, 149 being situated on on each side of the central cam wheel 117. Thus, the clutch sleeves 144, 145 rotate with the power shaft 98, and are axially movable relative to the latter. On its exterior wall, each clutch sleeve 144, 145 has an annular groove 150, 151 in which the end of the respective lug 142, 143 of the control fork 96 is engaged. Each lug has, for example, a half-moon shape where it is in contact with the clutch sleeve. Furthermore, the clutch sleeve 144 has an external tooth system 152 and the sleeve 145 has two external tooth systems 153, 154 in the form of a toothed crown, each of these three tooth systems being capable of cooperating with an internal tooth system 155, 156, 157 formed in respective bosses 158, 159, 160 of the respective cam wheels 116, 117, 118. The boss 159 of the central cam wheel 117 is prolonged towards the lug 143 and has, between its internal tooth system 156 and the ball bearing, 113, and internal annular groove 161 the diameter and width of which are greater than the diameter and the width of the external tooth system 153 of the clutch sleeve 145. In a similar manner, the clutch sleeve 145 has between, on the one hand, the external tooth system 153 intended to cooperate with the internal tooth system 156 of the central cam wheel 117,

. and, on the other hard, the annular groove 151, a cylindrical part 14512, the diameter of which is smaller than the minimum diameter of the internal tooth system 156 and the axial length of which is slightly greater than the corresponding dimension of the internal tooth system 156 of the central cam wheel 117. Furthermore, the distances between the different internal tooth systems 155, 156, 157, on the one hand, and the external tooth systems 152, 153, 154 on the other hand, are determined in such a manner that only one cam wheel 116, 117, 118 can, at any time, be engaged with the power shaft 98, the other two cam wheels being automatically uncoupled.

As FIG. 4 clearly shows, the two cam wheels 117, 118 are uncoupled from the power shaft 98 when the cam wheel 116 is coupled thereto. In this case, the external tooth system 153 of the clutch sleeve is positioned opposite the internal annular groove 161 of the boss 159 and the external tooth system 154 is positioned at a distance from the internal tooth system 157 of the boss by a distance slightly greater than the length of the cylindrical part 145b of the clutch sleeve 145. The axial movement of the sleeves 144, 145 is always effected simultaneously by means of the lugs 142, 143 of the control fork 96, and these lugs bear on one or other flanks of the grooves 150, 151 of the sleeves 144, 145.

Because the clutches used are of the dog type, and to enable the coupling of one of the cam wheels to be achieved correctly, locking means are provided for the uncoupled cam wheels, so that the teeth of the external tooth systems 152, 154 of the clutch sleeves 144, 145 are aligned with the tooth gaps of the internal tooth systems. The locking means are constituted by, on the one hand, lateral locking arms 162, 163, 164 which are integral with-the control fork 96 and which are located opposite the periphery of the respective bosses 158, 159, 160 of the cam wheels 116, 117, 118 and extend parallel to the axis of the power shaft 98. The locking arms are capable of cooperating with respective locking teeth 165, 166, 167 arranged on the periphery of the bosses 158, 159, 160. The locking teeth 165, 166, 167 are provided on the ends of the bosses adjacent to the clutch sleeves 144, 145 and are diametrically opposite to one another relative to the axis of the corresponding boss, so as to be position in a radial plane of the power shaft 98, the radial plane passing through the locking arms 162, 164 when the active profiles of the cam wheels 116, 117, 118 occupy one of their extreme positions corresponding to one of the two extreme positions of the carriages 131, 132, 133.

On the side facing the power shaft 98, each locking arm 162, 163, 164 has a group of locking teeth or ribs 168, 169, 170, each of which is intended to cooperate with the corresponding external locking teeth 165, 166, 167 provided on the bosses 158, 159, 160 respectively, and to constitute the locking means of the cam wheels 116, 117,118 when they are stopped in one of their extreme positions. Each of the groups of teeth or ribs 168, 169, 170 is interrupted for an axial length at least equal to the width of the corresponding external teeth 165, 166, 167 by a recess 171, 172, 173 extending perpendicularly to the power shaft 98 and permitting the rotation of the cam wheel 116, 117, 118 when (in FIG. 4, see for example the recess 171) it is positioned opposite to the corresponding external locking teeth 165, 166, 167 (see teeth 165, FIG. 4) of the cam wheel. The positioning of the recesses 171, 172, 173 on the locking arms 162, 163, 164 is approximately at the same level as that of the external tooth systems 152, 153, 154 of the clutch sleeves 144, 145 so that during the temporary stoppage of the rotation of the power shaft 98, each boss 158, 159, 160 is always maintained in a definite angular position, either by the respective locking arm 162, 163, 164 or by the respective tooth system 152, 153, 154. Thus, the clutch sleeves 144, 145 can be moved to couple one cam wheel and to uncouple the other two cam wheels when the power shaft 98 is not rotating. In the illustrated embodiment and as shown in FIG. 4, the power shaft 98 rotates intermittently in the the output shaft 92 through the intermediary of its active profile, the wheel 125, the carriage 131 supporting the rack 136, and the toothed wheel 139 keyed upon output shaft 72. In contrast, the other two cam wheels 117, 118 are uncoupled from the power shaft 98 and remain locked by the locking arms 163, 164 in an angular position wherein their internal tooth systems 156, 157 are aligned with the tooth gaps of the external tooth systems 153, 154 of the clutch sleeve 145.

It is self evident that the reciprocating rectilinear movement of the carriages 131, 132, 133 can likewise be achieved by means of a pulley or profile disc, the periphery of which is surmounted by two wheels integral with one and the same carriage and cooperating with the one end and the other flank of the profiled pulley,

the periphery of the profiled pulley being likewise elliptical and determined by the intersection of a cylinder of circular cross-section coaxial with the power shaft 98 and an oblique plane relative to the axis of the power shaft, the straight line located in the oblique plane and perpendicular to the axis of the power shaft constituting the minor axis of the elliptical periphery.

The rack box 40 of the shuttle control device 41 is illustrated in detail in FIGS. 6 to 11. As already mentioned, the rack box 40 is provided on the left-hand end of the batten 16 and is constituted by a plurality of stringers 180, for example each of U-shaped profile and attached by its base to the base of a second stringer, the lateral arms of which are orientated downwardly. Two attached stringers then form a substantially I-shaped profile on one of the parallel wings fixed at a regular distance from a spacer or vertical bar 181. In addition, there are also fixed to the stringers on the rear side of the loom, a plurality of supports 182, each comprising, on its rear face, two superposed and vertically aligned bearings 183, 184 which serve as a housing for a guide rod 185. The supports 182 are at least three in number and are uniformly distributed along the batten 16. Only the left-hand support 182, situated on the right-hand side of the rack box 40, is shown in the drawings. The guide rod 185 is integral with the front end of the T- piece 8 which, in the case of the illustrated embodiment, is constituted by a plurality of pairs of vertically arranged triangular shaped pulleys 186, the pulleys of each pair being connected by spacer blocks 187 and bolts 188. The spacer blocks 187 located on the side of the support 182 likewise serve as a housing for the rod 185 which is integral with them and is mounted slidingly in the bearings 183, 184. As shown particularly clearly in FIG. 11, the bearings 183, 184 include helical pitch ball bearings 189 and hence the batten 16 is guided along the rods 185 with substantially no friction. Upon the lower front edge of the T-piece 8 there is also fixed a U-shaped channel bar 190 which has its arms oriented downwardly and is indented at the position of the transmission shaft 66.

Upon the stringers 180 the front arms of which are indented at certain points, bearings 191 are provided for guide sleeves 192, 193, 194 of the telescopic shafts 57, 58, 59. The bearings 191 permits rotary movement of the telescopic shafts, but prohibit any axial movement of their sheaths 54, 55, 56.

As has already been stated previously, each sheath 54, 55, 56 comprises two toothed wheels 48 to 53 which are keyed upon knurled sections 54, 55', 56 of the sheaths. Thus, the toothed wheels 48, 49 are mounted on the knurled sections 54 of the sheath 54, the toothed wheels 50, 51 are mounted on the knurled sections 55' of the sheath 55, and the toothed wheels 52, 53 are mounted upon the knurled sections 56"of the sheath 56. As FIG. 7 clearly shows, the axis of the telescopic shaft 57 is slightly withdrawn towards the rear with respect to the vertical plane defined by the axes of the other two telescopic shafts 58, 59.

The toothed wheel 48 and the toothed wheel 49 of the sheath 54 each cooperate with the control racks 42, 43, each of which is aligned and integral with a driving rack 42', 43' extending over the entire batten 16 and cooperating with toothed wheels 17', 18' associated with the groups 17, 18 of shuttles. The control racks 42, 43 are guided by a plurality of guide wheels 195 mounted loosely on support tubes 196 fixed by assem bly lugs 197 upon the stringers 180, the guide wheels 195 being disposedon each side of the corresponding toothed wheel in such a way that the control rack always has two points of support while it is displaced by the toothed wheel situated on the other side of the control rack. Similar arrangements are provided for the other four control racks 44 to 47 which, by contrast,

are not in alignment with their driving racks 44' to 47'.

In fact, the driving racks 44' to 47' are arranged parallel to the control racks 44 to 47 and are connected to the latter by respective angle irons 44" to 47". It should also be observed that the front vertical arms of the stringers have indentations 180' at the positions of the toothed wheels 48, 49, in the same way as the rear vertical arms of the said stringers have indentations at the positions of the guide wheels 195, so that the control racks 42, 43 do not rub against the arms of the stringers 180, but rest upon the wheels 195, ther peripheries of which slightly overhang the internal face of the rear arms of the stringers.

As shown more particularly in FIGS. 1, 6, 11 and 12, the shuttle control device has position adjusting means 200 for the shuttles. The position adjusting means 200 comprises, for each transmission shaft 66, 67, 68, on the one hand, a pair of support arms 201 which are mutually aligned and which are mounted on the corresponding transmission shaft adjacent the upper cardan joint 63, 64, 65 and is equipped at the free ends of the arms with a guide wheel 202, and, on the other hand, guiding slideways 203 arranged at the level of the support arms 201 in front of the transmission shaft 66, 67, 68 and determining a guide plane extending parallel to the direction of movement of the batten 16. The guiding slideways 203 are constituted by two L-shaped angle, irons, of which two arms 203a are arranged in two parallel vertical planes, and of which the other two arms occupy the same horizontal plane and are fixed to the lower face of a horizontal beam 204 which is integral with the frame 1 and parallel to the batten 16. The slideways 203 are flared on the side of the transmission shafts to facilitate the entry of the wheels 202.

In the present case, the transmission shafts 66, 67, 68 pivot through 180 about their axes in the direction of the double-headed arrow 205 when they pass from one extreme position to the other in the direction of the doubleheaded arrow 206, these extreme positions corresponding to the extreme positions of the shuttles. It follows that the support arms 201 with the wheels 202 of the adjusting means 200 associated with the transmission shaft which is selected and actuated for example, the transmission shaft 66 in order to cause the movement of the rows of shuttles controlled from the control racks 44, 45 (see FIG. execute, on the one hand, a translation movement following the movement of the batten 16, and on the other hand a rotary movement about the transmission shaft 66 whereas the support arms 201 and the wheels 202 of the adjusting means associated with the other two transmission shafts for example, the transmission shafts 67, 68 which are not rotated execute only a translation movement in a position which is parallel to the respective slideways 203, so that the penetration of the wheels 202 into the slideways does not cause any pivoting of the transmission shafts 66, 68. However, in the event that, due to wear of the different elements between the power shaft 98 and the transmission shafts 66, 67, 68, the extreme angular positions of the latter and hence the extreme positions of the shuttles will no longer coincide with the predetermined positions. However, the wheels 202 will, in cooperation with the slideways 203, effect correction of the positioning of the shuttles so that they achieve their predetermined extreme positions.

FIG. 13 illustrates the intermediate transmission mechanism 78 provided between the power shaft 98 and the driving motor 2 of the loom and capable of transforming the continuous rotary movement into an intermittent rotary movement. To this end, the intermediate transmission mechanism comprises two parallel horizontal shafts 220, 221 mounted in bearings 222, 223, 224, 225 integral with a housing 226 of the intermediate transmission mechanism 78. The two shafts 220, 221 each comprise a chain wheel 227, 228. The chain whee] 227 which is keyed outside the housing 226 upon the shaft 220, is connected by a chain 229 to the motor 2 of the loom, the chain wheel 228 which is keyed outside the housing 226 upon the shaft 221 is connected by a chain 230 to the toothed wheel 99 of the power shaft 98, the transmission ratio between these two wheels being 1:2 so that for a quarter revolution executed by the shaft 221 the power shaft 98 executes a half revolution.

The shaft 220 has keyed onto it at least one support arm 231 which, at its free end, is fitted with a wheel 232 capable of engaging more or less deeply and during a one quarter revolution of the shaft 220 into one of four radial grooves 233 of a Maltese Cross 234 keyed upon the shaft 221. FIG. 13 illustrates two support arms 231 mutually aligned so that during each first and third quarter revolution of the shaft 220, the shaft 221 is driven through one quarter of a revolution and the power shaft 98 through one half revolution, and that during each second and fourth quarter revolution of the shaft 220, the shaft 221 and the power shaft 98 are stationary during which the cam wheel corresponding to the row of shuttles having completed its work stroke can be uncoupled from the power shaft 98 and another cam wheel can be connected with the power shaft.

What is claimed is: p l. A shuttle control device for a loom comprising: a beam capable of executing a substantially horizontal reciprocating movement; a batten guided for vertical movement on one face of the beam and capable of occupying at least two different positions; a plurality of horizontally disposed driving racks mounted on the batten, each driving rack being arranged to act upon a group-of shuttles so as to drive the group in a horizontally reciprocating movement along the batten; a plurality of control racks, each drive rack being integral at one end with a respective one of the control racks, each control rack being meshed with a toothed wheel keyed onto a vertically disposed telescopic shaft, having an exterior sheath and an interior rod, the sheath being connected with the batten both for vertical displacement parallel to its axis and also for horizontal translation of the batten, the sliding interior rod having splines engaged in corresponding splines of the sheath; a selflocking reciprocating driving and selection mechanism having a plurality of output shafts in a number equal to that of said telescopic shafts, a power shaft and a selection shaft controlling the connection between said power shaft and one of said output shafts; a plurality of double-cardan transmission shafts each transmission shaft connecting one end of each sliding interior rod to one of said output shafts; a drive motor connected to the power shaft; and a Jacquard means connected to the selection shaft.

2. A shuttle control device as claimed in claim 1 in which said mechanism comprises a clutch means for each output shaft, each clutch means being arranged to be controlled by the selection shaft and to connect the transmission shaft of the respective control rack to said power shaft.

3. A shuttle control device as claimed in claim 2 wherein each output shaft is permanently connected to one part of the respective clutch means by a cam wheel loosely mounted for rotation with the said part but axially-immovable with respect to the power shaft, the cam wheel having a continuous active profile variable in the axial direction and by gear means controlled by the said profile.

4. A shuttle control device as claimed in claim 3 in which each clutch means comprises a clutch sleeve which is mounted for rotation with, but axially movable relative to the power shaft and which has at least one external tooth system, and a hollow boss integral with the respective cam wheel and having an internal tooth system cooperable with said an external tooth system of the clutch sleeve.

5. A shuttle control device as claimed in claim 4 in which the selection shaft is connected to each of the clutch sleeves via a control fork guided for movement in a direction parallel to the axis of the power shaft.

6. A shuttle control device as claimed in claim 5 in which each cam wheel has a locking means.

7. A shuttle control device as claimed in claim 6 in which each locking means comprises first locking teeth provided on the periphery of the boss of the respective cam wheel and second locking teeth provided on the control fork and capable of engaging the locking teeth of the boss, the locking teeth of the control fork being provided with recesses extending in a direction parallel to the axis of the power shaft, the recesses being capable of being placed opposite the locking teeth of the boss when the respective clutch sleeve occupies a coupling position.

8. A shuttle control device as claimed in claim 5 in which the control fork comprises a rack meshing with a toothed segment keyed onto the selection shaft.

9. A shuttle control device as claimed in claim 5 in which the control fork includes a plurality of lugs, each of which is permanently engaged in an annular groove of one of the clutch sleeves.

10. A shuttle control device as claimed in claim 4 in which each of the clutch sleeves has, at each end, an

external tooth system cooperable with the internal tooth system of the boss of the adjacent cam wheel.

11. A shuttle control device as claimed in claim 3 in which the gear means connecting each cam wheel to the transmission shaft comprises a carriage guided parallel to the axis of the power shaft and carrying a rack meshing with a toothed wheel keyed to said output shaft, said output shaft being connected by a cardan joint to the transmission shaft.

12. A shuttle control device as claimed in claim 11 in which the active profile of each cam wheel is constituted by an elliptical groove situated on a circular cylinder, the axis of which coincides with that of the power shaft, a wheel mounted for rotation on a tenon I integral with the respective carriage being engaged in the said groove and cooperable with one or other of the flanks of the said groove.

13. A shuttle control device as claimed in claim 11 in which the active profile of each cam wheel is constituted by the periphery of a pulley or an elliptical disc, the periphery being determined by the intersection between a circular cylinder the axis of which coincides with that of the power shaft and an oblique plane relative to the axis of said cylinder, the periphery being surmounted by two wheels each mounted on a tenon integral with the respective carriage and cooperable with one or other of the two flanks of the pulley or elliptical disc.

14. A shuttle control device as claimed in claim 1 in which the selection shaft is connected to the said mechanism to cause the vertical movement of the batten.

1-5. A shuttle control device as claimed in claim 1 in which the power shaft is connected to a principal driving driving shaft or to the drive motor via transmission means arranged to transform continuous rotary movement of the principal driving shaft or the drive motor into an intermittent rotary movement.

16. A shuttle control device as claimed in claim 1 in which each control rack is arranged to be guided in a rack box by means of two guiding wheels arranged on each side of the said toothed wheel of the control rack.

17. A shuttle control device as claimed in claim 1 in which the batten is arranged to be guided by a plurality of rods integral with at least one T-piece of the loom and by a plurality of ball bearings, said ball bearings being arranged helically around each of said plurality of rods.

18. A shuttle control device as claimed in Claim 1 including adjusting means for adjusting the longitudinal position of the shuttles.

19. A shuttle control device as claimed in claim 18 in which the position adjusting means comprises a pair of support arms defining an angle therebetween equal to the maximum angle of rotation of the transmission shaft, each arm carrying a wheel at its free end, and a guiding slideway arranged at the level of the support arms and determining guiding planes extending parallel to the direction of movement of the batten, the slideway being arranged in such a manner that when one of the said wheels is engaged in the slideway, the shuttles occupy one of two extreme positions.

20. A shuttle control device as claimed in claim 19 in which the slideway comprises two angle irons with two wings parallel to each other and to the direction of movement of the batten, the said two wings being flared on the side facing the batten. 

1. A shuttle control device for a loom comprising: a beam capable of executing a substantially horizontal reciprocating movement; a batten guided for vertical movement on one face of the beam and capable of occupying at least two different positions; a plurality of horizontally disposed driving racks mounted on the batten, each driving rack being arranged to act upon a group of shuttles so as to drive the group in a horizontally reciprocating movement along the batten; a plurality of control racks, each drive rack being integral at one end with a respective one of the control racks, each control rack being meshed with a toothed wheel keyed onto a vertically disposed telescopic shaft, having an exterior sheath and an interior rod, the sheath being connected with the batten both for vertical displacement parallel to its axis and also for horizontal translation of the batten, the sliding interior rod having splinEs engaged in corresponding splines of the sheath; a selflocking reciprocating driving and selection mechanism having a plurality of output shafts in a number equal to that of said telescopic shafts, a power shaft and a selection shaft controlling the connection between said power shaft and one of said output shafts; a plurality of double-cardan transmission shafts each transmission shaft connecting one end of each sliding interior rod to one of said output shafts; a drive motor connected to the power shaft; and a Jacquard means connected to the selection shaft.
 2. A shuttle control device as claimed in claim 1 in which said mechanism comprises a clutch means for each output shaft, each clutch means being arranged to be controlled by the selection shaft and to connect the transmission shaft of the respective control rack to said power shaft.
 3. A shuttle control device as claimed in claim 2 wherein each output shaft is permanently connected to one part of the respective clutch means by a cam wheel loosely mounted for rotation with the said part but axially-immovable with respect to the power shaft, the cam wheel having a continuous active profile variable in the axial direction and by gear means controlled by the said profile.
 4. A shuttle control device as claimed in claim 3 in which each clutch means comprises a clutch sleeve which is mounted for rotation with, but axially movable relative to the power shaft and which has at least one external tooth system, and a hollow boss integral with the respective cam wheel and having an internal tooth system cooperable with said an external tooth system of the clutch sleeve.
 5. A shuttle control device as claimed in claim 4 in which the selection shaft is connected to each of the clutch sleeves via a control fork guided for movement in a direction parallel to the axis of the power shaft.
 6. A shuttle control device as claimed in claim 5 in which each cam wheel has a locking means.
 7. A shuttle control device as claimed in claim 6 in which each locking means comprises first locking teeth provided on the periphery of the boss of the respective cam wheel and second locking teeth provided on the control fork and capable of engaging the locking teeth of the boss, the locking teeth of the control fork being provided with recesses extending in a direction parallel to the axis of the power shaft, the recesses being capable of being placed opposite the locking teeth of the boss when the respective clutch sleeve occupies a coupling position.
 8. A shuttle control device as claimed in claim 5 in which the control fork comprises a rack meshing with a toothed segment keyed onto the selection shaft.
 9. A shuttle control device as claimed in claim 5 in which the control fork includes a plurality of lugs, each of which is permanently engaged in an annular groove of one of the clutch sleeves.
 10. A shuttle control device as claimed in claim 4 in which each of the clutch sleeves has, at each end, an external tooth system cooperable with the internal tooth system of the boss of the adjacent cam wheel.
 11. A shuttle control device as claimed in claim 3 in which the gear means connecting each cam wheel to the transmission shaft comprises a carriage guided parallel to the axis of the power shaft and carrying a rack meshing with a toothed wheel keyed to said output shaft, said output shaft being connected by a cardan joint to the transmission shaft.
 12. A shuttle control device as claimed in claim 11 in which the active profile of each cam wheel is constituted by an elliptical groove situated on a circular cylinder, the axis of which coincides with that of the power shaft, a wheel mounted for rotation on a tenon integral with the respective carriage being engaged in the said groove and cooperable with one or other of the flanks of the said groove.
 13. A shuttle control device as claimed in claim 11 in which the active profile of each cam wheel is constituted by the periphery of a pulley or an elliptical disc, the periphery bEing determined by the intersection between a circular cylinder the axis of which coincides with that of the power shaft and an oblique plane relative to the axis of said cylinder, the periphery being surmounted by two wheels each mounted on a tenon integral with the respective carriage and cooperable with one or other of the two flanks of the pulley or elliptical disc.
 14. A shuttle control device as claimed in claim 1 in which the selection shaft is connected to the said mechanism to cause the vertical movement of the batten.
 15. A shuttle control device as claimed in claim 1 in which the power shaft is connected to a principal driving driving shaft or to the drive motor via transmission means arranged to transform continuous rotary movement of the principal driving shaft or the drive motor into an intermittent rotary movement.
 16. A shuttle control device as claimed in claim 1 in which each control rack is arranged to be guided in a rack box by means of two guiding wheels arranged on each side of the said toothed wheel of the control rack.
 17. A shuttle control device as claimed in claim 1 in which the batten is arranged to be guided by a plurality of rods integral with at least one T-piece of the loom and by a plurality of ball bearings, said ball bearings being arranged helically around each of said plurality of rods.
 18. A shuttle control device as claimed in Claim 1 including adjusting means for adjusting the longitudinal position of the shuttles.
 19. A shuttle control device as claimed in claim 18 in which the position adjusting means comprises a pair of support arms defining an angle therebetween equal to the maximum angle of rotation of the transmission shaft, each arm carrying a wheel at its free end, and a guiding slideway arranged at the level of the support arms and determining guiding planes extending parallel to the direction of movement of the batten, the slideway being arranged in such a manner that when one of the said wheels is engaged in the slideway, the shuttles occupy one of two extreme positions.
 20. A shuttle control device as claimed in claim 19 in which the slideway comprises two angle irons with two wings parallel to each other and to the direction of movement of the batten, the said two wings being flared on the side facing the batten. 